Apparatus for operating suction-actuated devices in connection with the suction passage of an internal-combustion engine



' NOV. 12, 1929. c, 5 BRAGG ETAL 1,735,635

APPARATUS FOR OPERATING SUCTION ACT'JATED DEvICEs IN CONNECTION WITH THE SUCTION PASSAGE OF AN INTERNAL COMBUSTION ENGINE Original Filed Feb. 26, 1925 2 Sheets-Sheet -1.

Nqv- 1929- S.'BRAGG ET AL 2 Sheets-Sheet 2,

C. APPARATUS FOR OPERATING SUCTION ACTUATED DEVICES IN CONNECTION WITH THE SUCTION PASSAGE OF AN INTERNAL COMBUSTION ENGINE Originql Filed Feb. 26, 1925 ATTORNEY Original application filed Patented Nov. 12, 1929 UNITED STATES PATENT OFFICE CALEB S. BRAGG, OF PALM BEACH, FLORIDA, AND VICTOR W. KLIESRATH, OF PORT WASHINGTON, NEW YORK, ASSIGNORS TO BRAGG-KLIESRA TH CORPORATION,- OF LONG ISLAND CITY, NEW YORK, A CORPORATION OF NEW YORK v APPARATUS FOR OPERATING SUCTION-ACTIVATED DEVICES IN CONNECTION WITH THE SUCTION PASSAGE OF AN INTERNAL-COMBUSTION ENGINE February 26, 1925, Serial No. 11,688. Divided and this application filed June 11,

1926, Serial No. 115,166. Renewed August 21, 1928.

Our invention consists in the novel features hereinafter described, reference being had to the accompanying drawings which illustrate several embodiments of the same, selected by us for purposes of illustration and the said invention is fully disclosed in the following description and claims.

This application is a division of our former application for Letters Patent of the United States, filed by us February 26, 1925, and given Serial No. 11,683. A

In the operation of vacuum brakes for automotive vehicles, it is extremely convenient to obtain the necessary suction, or partial vacuum from a suction passage of the internal combustion engine, ordinarily employed for the propulsion of the vehicle, and located between the throttle valve for controlling the supply of mixture, and the cylinder. To this end it' is convenient and desirable to connect the vacuum brake mechanism with the intake manifold of the en gine. It will be understood, further, that all the air exhausted from the brake-actuating mechanism and delivered into the intake manifold of the engine necessarily has a tendency to either prevent the drawing in of the proper quantity of liquid fuel from the atomizer by reduction of the partial vacuum in the suction passage, or to dilute the explosive mixture passing through the suction passage. and such dilution may in some instances bring about a mixture which will not readily ignite in the engine. In either case the engine, if turning over idly, would be likely to stall and'the admission of air into the manifold in this manner, may also materially delay the starting of the engine. For the proper operation of the vacuum brake mechanism of the vehicle, it is desirable that the air exhausted into the manifold shall be withdrawn from the brake actuating mechanism as rapidly as possible in order to insure quick operation of the brake mechanism, and if the connection between the brake actuating mechanism and the intake manifold is restricted for the purpose of avoiding the stalling of the engine, and delay in starting, the result will materially retard the operation of the brake mechanism.

According to our present invention, we 10- cate in the connection between the vacuum brake. actuating mechanism and the intake manifold of the internal combustion engine of an automotive vehicle, means operating independently of' the engine carburetor for supplying to the air withdrawn from the brake actuating mechanism, the proper quantity of fuel, so that this air when it arrives in the intake manifold, is in fact an explosive mixture which readily combines with the explosive mixture furnished by the main carburetor, and passes to the cylinders of the engine as part of the normal charges, drawn into the same and ignited. The operation of the vacuum brake mechanism which results in delivering a quantity of air therefrom to the intake manifold, has no diluting effect on the. normal explosive mixture passing from the carburetor and will not have the effect of connection between the suctioh actuated de-' vice and the intake manifold of the engine, the ordinary check valve being provided in said connection, and located preferably between the auxiliary carburetor and the .in-

vslowing down or stalling the engine. If anything, it will tend ordinarily to increase the take manifold, and in connection with the means for carbureting the air withdrawn from the suction actuated device. We prefer to provide a special form of throttle valve interposed between the main carburetor and the intake manifold, and provided with an aperture for admitting a small quantity of ex plosive mixture from the engine carburetor for idling the engine when the throttle valve is closed, or in case the engine carburetor is provided with an auxiliary fuel inlet above the throttle valve for carbureting the idling mixture, this aperture in the throttle valve will admit the air necessary for the idling charge adjacent to said auxiliary fuel-inlet, and in conjunction with this aperture, we

provide a normally closed auxiliary valve for closing said aperture, which valve will be opened by the suction in the suction passage,

to admit the idling mixture whenthe throttle valve is closed, but will instantly close on a reduction of the suction, or in other words, a rise of pressure in the suction passage above the throttle valve, to which portion of the suction passage the suction pipe from the suction actuated. device is connected. When, therefore, the suction actuated device is op erated while the throttle valve is closed, and

carbureted air is drawn from the suction- As the manifold ceases to receive air from.

the actuator, the degree of exhaustion in the manifold will increase to the normal amount for idling, and the auxiliary spring valve in the throttle valve will open as soon as a predetermined degree of exhaustiwn the suction passage is reached, and admit explosive mixture from the engine carburetor.

Our invention also comprises certain novel features of construction hereinafter fully described, and particularly pointed out in the claims.

Referring to the accompanying drawings, in which we have shown several embodiments of our invention selected by us for purposes of illustration,

Fig. 1, is a diagrammatic view showing an installation in an automotive vehicle comprising an internal combustion engine, brake mechanism forthe vehicle, and a vacuum operated power actuator for the brake mechanism, and having our present invention embodied therein.

Fig. 2, is an enlarged view of certain parts illustrated in Fig. 1, showing the intake manifold, the engine carburetor connected therewith, and a separate carburetor in the suction line from the intake manifold to the suction actuated device for the brake mechanism.

Fig. 3, is a horizontal section .of the-passageleading from the engine "carburetor vto the intake manifold, showing it provided with a special fuel inlet passage for idling, and showing our improved form of throttle valve with auxiliary valve for closing the idling aperture therein.

Fig. 4, is a vertical sectional view on line 4, 4, of Fig. 3.

Fig. 5, is a view similar to Fig. 3, showing a modified form of throttle valve and auxiliary valve.

Fig. 6, is a vertical sectional view of line 6, 6, of Fignf).

Fig. 7, is a view similar to Figs. 4 and 6, showing a form of throttle valve adapted for use in connection with a suction passa e not provided with a separate fuel inlet for idling. In Figure 1, we have illustrated our in-* vention applied in connection with an automotive vehicle propelled by an internal combustion engine, and having a vacuum or suetion actuated device for operatin the brake mechanism of the vehicle. In this figure, 1,

represents a suction actuated device or power.

actuator of the kind illustrated in our former application for Letters Patent of the United States, filed January 5, 1925, and given Serial No. 506,- and in our former-application for Letters Patent of the United States, filed February 26, 1925, and .given Serial No. 11,683, of which this application is a diplies the brake, and inthe opposite digection, releases the brakes. It will also be understood, that, the actuator is provided with reversing valve mechanism which may be conveniently located in the "hub of the actuator piston, and operated by a longitudinally movable valve actuating sleeve, 20, extending therethrough and projecting-from the opposite end of the cyllnder from the piston rod through a suitable stufiing box, said valve mechanism being so constructed as to place one end of the cylinder in communication with a suction line to'the. intake manifold of the engine, and the other end of the cylinder in connection with the atmosphere, and vice versa, according as the valve actuating sleeve is moved in one direction or the other. The valve sleeve, 20, is operatively connected with a foot'lever or other operator operated device indicated at 74, and provided with a retracting spring, 75. The specific details of construction of the actuator and connected parts form no part of our present invention, and they will not, therefore, be more particularly described herein.

66, represents the engine carburetor having the main air intake, 67, and fuel supply pipe, 68. 969, represents the throttle valve of the engine illustrated in detail in Figs. 3 and 4. 26, represents the suction ipe extending from the suction actuated evice, 1, to which it is connected, in this instance by means of a flexible pipe section, 26, conmected with the valve mechanism of the suction actuated device through the hollow valve sleeve, 20, the suction pipe being also connected to the intake manifold, 61, of the internal combustion engine, 60, between-the throttlevalve and the engine cylinders. As best seen in Fig. 2, the suction pipe, 26, is provided with means for carbureting the air withdrawn from the actuator, and in this instance, we have shown for this purpose a separate carburetor, 76, provided with the float chamber, 77, and float, 77 controlling the usual float valve, 77. The float chamber, 7 7 in this instance, is connected by pipe, 77, with the auxiliary feed pipe, 68, which also supplies the main carburetor, but it may be supplied with liquid fuel in any desired way. The particular form of separate carburetor shown is provided with the usual Venturi pipe, 78, connected in the suction line pipe, 26, at both ends, and provided with the usual atomizing nozzle, 79, communieating with the float chamber. Whenever air is withdrawn from the actuator by the suction of the manifold, it will be mixed with atomized liquid fuel in the separate carburetor 76,

and pass on preferably through a check valve,

65, into the manifold as combyible mixture, and will there mix with the c mbustible mixture passing through the main carburetor, 66, in the ordinary ,way, except as hereinafter explained. The auxiliary carburetor is shown as provided with'a pressure equalizing pipe, 81, connected with the float chamber, 77, above the liquid -Flevel therein, and with the suction pipe, 26. 'The specific details of the separate carburetor do not, however, form any part of our present invention, and will not be further described or illustrated.

966, represents the passage leading from the engine carburetor to the intake manifold, in which passage the pivoted throttle valve, 969, is mounted. In this instance, the wall of the passage is shown as provided with an auxiliary liquid fuel inlet, 966, for supplying the necessary fuel when the engine is idling, the said auxiliary liquid fuel passage discharging into the passage, 966, above the closed position of the throttle valve. The throttle valve is shown as provided with an aperture, 969, which is in this instance located closely adjacent to the delivery orifice of the liquid fuel passage, 966, and said aperture is normally closed by a yielding or spring actuated valve, 969. In this construction the throttle valve is permitted to close when the engine is idling and the suction or vacuum in the intake manifold, assuming that the actuator is not in operation, will open the auxiliary yielding valve, 969, in the throttle valve, so as to supply air to mix with the liquid fuel from the auxiliary fuel inlet, 966, and provide the explosive charges for the engine. Whenever air is drawn into the manifold from a vacuum operated device, as the power actuator, connected therewith in suflicient quantity to aflect the,operation-of the engine, and cause said air so admitted to be carbureted so that the degree of rarification in the manifold falls below the degree of rarification normally present while idling, the auxiliary spring valve, 969, will close and the motor will be operated by the explosive mixture received from the actuator without the acceleration which would result if the opening in the throttle valve remained as before with anormal idling opening. As soon as the manifold ceases to receive air from the actuator, the vacuum in the manifold will be increased to the normal amount for idling, and the auxiliary spring valve, 969", will again open to admit the proper amount of provided with an aperture closely adjacent to the said auxiliary "fuel inlet, is provided with an aperture, 1069*, at some distance therefrom, said aperture being closed by an auxiliary valve, 1069 normally held in closed position by a spring, 1069, the throttle valve being provided with a deflector plate, 1069 for deflecting the air or gas drawn from the opening, 1069, when the valve is in open position toward the auxiliary fuel inlet. The deflector or shield may be provided with an aperture, or recess, 1069 adjacent to the auxiliary fuel inlet, as shown. The operation of the device shown in Figs. 5 and 6,

vice, the suction pipe and auxiliary carbureting means therein, is exactly the same as that previously described with reference to Figs. 3 and 4, in all substantial respects.

Fig. 7, represents a slight modification of the construction of the throttle valve previously described with reference to Figs. 3 to 6, inclusive, and adapted for use especially where the passage, 1166", leading from the engine carburetor to the intake manifold is not provided with an auxiliary fuel inlet passage for idling. In this case the throttle valve, indicated at 1169, is provided with an aperture, 1169 normally closedby an auxiliary valve, 1169", held in closed position by a spring, 1169. When the throttle valve is closed, to idle the engine, and the actuator is not being operated, the suction in the manifold will cause the auxiliary valve, 1169", to

in combination with the'suction actuated deopen sufliciently to draw from the main car'- I ence to Figs. 3 to 6 inclusive, except that when the auxiliary valve in the throttle valve" is in open position, explosive mixture of air and fuel from the engine carburetor will pass through the aperture in the throttle valve for idling the engine.

What we claim and desire to secure by Letters Patent is v l. The combination with an internal combustion engine, provided with a suction passage communicating with the engine cylinder or cylinders, an engine carburetor, connected with said passage, a throttle valve for controlling said passage, a suction actuated device, an air connection therefrom to said suction passage, connected to the latter between the throttle valve and the engine cylinders,

of means for introducing fuel into the air withdrawn from the suction actuated device, whereby said air will reach the said suction passage of the engine in the form of a combustible mixture, said throttle valve being provided with an aperture therein, a yielding normally closed valve for said aperture,

' adapted to be opened by the maximum rarification in the suction passage, when the engine is idling, and to close when carbureted air is drawn into said suction passage from the suction actuated device so as to reduce the degree of rarification in said passage be-' trolling said passage, a suction actuated device, an air connection therefrom to said suction passage, connected to the latter between the throttle valve and the engine cylinders, of'means for introducing fuel into the air withdrawn from the suction actuated device,

before it enters the suction passage of the engine, means for establishing a communicating passage between the portions of the suction passage on opposite sides of the throttle valve, when the throttle valve is in closed position, and a normally closed auxiliaryvalve controlling said communicating passage, adapted to be opened when a predetermined degree of rarification exists in said suction passage of the engine between the throttle valve and the engine cylinders, sai-d main fuel inlet cooperating with said communicating passage.

Q 3.'The combination with an internal combustion engine, provided with a suction passage communicating with the engine cylinder or cylinders, an engine carburetor connected thereto, a throttle valve for controlling said passage, a suction actuated device, and an air connection extending therefrom to said suction passa e, and connected therewith be tween the t rottle valve and the engine cylinders, of means for introducing motor fuel into the air withdrawn from the actuator cylinder, whereby 'said air will reach the said suction passage in the form of a combustible mixture, and will be combined with the charge forming mixture flowing through said suc-' tion passage, said engine carburetorv being providedwith an auxiliary liquid fuel inlet between the throttle valve and said suction passage for operating the engine when idling, and the throttle valve being provided with an aperture therein, a yielding normally closed valve for said aperture, and being constructed so as to direct the gaseous fluid passing through said aperture when said yielding valve is open,adj acent to said auxiliary liquid fuel inlet.

4. The combination with an internal combustion engine, provided with a suction passagecommunicating with the engine cylinder or cylinders, an engine carburetor connected thereto, a throttle valve for controlling said passage, a suction actuated device, and an air connection extending therefrom to said suction passage, and connected therewith between the throttle valve and the engine cylinders, of means for introducing motor fuel into the air withdrawn from the actuator cylinder, whereby said air will reach the said between the throttle valve, and said suction passage, and the throttle valve being provided with an aperture therein adjacent to the said auxiliary fuel inlet, and a yielding normally closed valve for said aperture.

5. The combination with an internal combustion engine having a carburetor, a suction passage therefrom to the engine cylinders, and a throttle valve for said passage, a suction actuated device connected with said. suction passage between the throttle valve and em gine cylinders,-means for fuelizing air if and when withdrawn from the suction actuated device, before it reaches the suction passage, means for by-passingair through the suction passage from one side of the throttle valve to the other, and an automatic valve for said bypassing means constructed to beheld open by suction when the throttle valve is closed and carburetor being provided with an auxiliary )the suction actuated device is inoperative, and

held closed when the suction actuated device is operated.

6. The combination with an internal combustion engine having a carburetor, a suction passage therefrom to the engine cylinders, and a throttle valve for said passage, a suction actuated device connected with said suction passage between the throttle valve and engine cylinders, means for fueliz-ing air if' and when Withdrawn from the suction actuated device, before it reaches the suction passage, means for by-passing air through the suction passage from one side of the throttle valve to the other, located in the throttle valve, an automatic valve for said by-pass, and means fOl ClOSil'l said valve constructed to be overcome when a predetermined degree of rarification exists in the suction passage between the throttle valve and engine cylindcrs.

In testimony whereof we afiix our signatures.

CALEB S. BRAGG. VICTOR W. KLIIC SRATH. 

